SEARCH · Search NASA

Results for “propulsion”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 217 records · Page 12

All sources NASA NTRS DOE OSTI

DOE OSTI2025

Hydrogen Storage Engineering Center of Excellence Adsorbent (Final Report)

The Hydrogen Storage Engineering Center of Excellence (HSECoE) team would like to thank the U.S Department of Energy’s (DOE) Hydrogen and Fuel Cell Technologies Office for the funding to embark on such a large endeavor to develop the material and engineering science related to the use of adsorbents as the storage media for automotive applications. In addition, SRNL would like to thank the many partners of the HSECoE including U.S. automotive manufacturers, GM and Ford, potential component and materials suppliers, United Technologies Research Center, Hexagon Lincoln Composites, and BASF, Universities, Oregon State University, University of Michigan, and the University of Québec, Trois Reveres, along with the Jet Propulsion Laboratory, Pacific Northwest National Laboratory, Los Alamos National Laboratory and Savannah River National Laboratory. Individual specific contributions can be found in individual final reports submitted to DOE. No attempt is made here to attribute contributions to individual people or organizations, illustrating the cooperative arrangement of the team members.

08 HYDROGEN↗

DOE OSTI2023

Decarbonization of Off-Road, Rail, Marine, and Aviation (DORMA) Program (2022 Annual Progress Report)

This document summarizes the progress of VTO's Decarbonization of Off-Road, Rail, Marine, and Aviation (DORMA) program during the fiscal year 2022. DORMA's R&D focus was on research, development, and demonstration of new propulsion and vehicle technologies that will reduce greenhouse gas emissions in difficult-to-decarbonize transportation applications.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Decarbonization of Off-Road, Rail, Marine, and Aviation (DORMA) Program (2023 Annual Progress Report)

This document summarizes the progress of VTO's Decarbonization of Off-Road, Rail, Marine, and Aviation (DORMA) program during the fiscal year 2023. DORMA's R&D focus was on research, development, and demonstration of new propulsion and vehicle technologies that will reduce greenhouse gas emissions in difficult-to-decarbonize transportation applications.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Materials (FR 2023 Annual Progress Report)

This document summarizes the progress of VTO Materials R&D projects supported during the fiscal year 2023. The Propulsion Materials portfolio is closely aligned with other VTO subprograms to identify critical materials needs for next-generation high-efficiency powertrains for both heavy- and light-duty vehicles. The Lightweight Materials portfolio works closely with industry through the U.S. DRIVE Partnership to understand light-duty vehicle structural weight-reduction goals and identify technical challenges that prevent the deployment of lightweight materials.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2025

Vehicle-Cycle Inventory for Type C School Buses & Intra-City Transit Buses

This report documents the new inventory incorporated into the Research and Development version of Greenhouse gases, Regulated Emissions, and Energy use in Technologies (R&D GREET) 2025 model for the vehicle cycle of Type C school buses and intracity transit buses. The transportation sector contributes significantly to the United States’ energy consumption and resultant emissions (EPA, 2025a). However, public transit plays an important role in mitigating these impacts because it consumes a relatively low amount of energy per passenger (Congressional Budget Office, 2022). Public transit is widely used in the United States; more than 500,000 school buses (EPA, 2025b) and ~75,000 service buses (American Public Transportation Association, 2025) operate in the nation. These are primarily internal combustion engine vehicles (ICEVs) powered by diesel. Original equipment manufacturers (OEMs) are making efforts to electrify U.S. bus fleets by using batteries as a propulsion system to replace internal combustion engines. Electrification can reduce tailpipe emissions, such as particulate matter (with a diameter ≤10 µm [PM 10 ] and with a diameter ≤2.5 µm [PM 2.5 ]) and nitrogen oxides (Jonas et al., 2025; Martinez and Samaras, 2024; EPA, 2025b; Wayne et al., 2009). Hence, any energy and emission impact analysis of public transit must consider both conventional ICEVs and upcoming electric vehicle (EV) options for the school and transit buses that dominate this landscape. To understand the detailed environmental impact profiles of ICEV and EV school and transit buses, it is necessary to conduct a thorough analysis covering both vehicle manufacturing and vehicle use stages. The current literature lacks a detailed vehicle-cycle inventory for school and transit buses, which makes this kind of comparison difficult. To overcome this gap, we developed a comprehensive vehicle-cycle model for school and transit buses in Argonne’s R&D GREET 2025 model. The model is flexible in handling user inputs for key assumptions, such as component weights and material compositions, upstream energy sources for material processing, and vehicle operating parameters, to understand their impacts on energy use and emissions for both school and transit buses. This report is organized as follows: Section 2 provides details on the modeling approach and vehicle specifications (weights and composition of different vehicle components, and vehicle operating parameters) for both school and transit buses. Section 3 provides details on vehicle assembly, disposal, and recycling (ADR) approaches for the two buses. Section 4 includes details about their incorporation into the R&D GREET model.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2026

Enhancing CMC Temperature Performance in High Hydrogen Environments using Field Assisted Sintering Technology

This final report summarizes the developments in field assisted sintering technology (FAST) for rapid fabrication of ceramic matrix composite (CMC) materials with integrated environmental barrier coatings (EBCs), as well as their performance in a representative gas turbine combustor environment including stagnant flame zones, and high velocity product zones. CMCs are a possible high temperature tolerant material system for gas turbine engines, which are currently the dominant source of electric power production and the primary source of aircraft propulsion. However, CMCs are costly and time-consuming (on the order of weeks to months) to fabricate, and CMCs based on silicon carbide (SiC) ceramics are susceptible to water vapor degradation requiring the use of specialized EBCs. The manufacturing technique known as FAST can create consolidated parts in as little as a few hours using high pressure and temperature, and may be useful to integrate EBCs into CMCs directly during consolidation.

08 HYDROGEN↗

DOE OSTI2026

Design, Manufacturing, and Validation of an Optimized Electric Machine Enabled by 3D Printing

The collaboration between the National Laboratory of the Rockies (NLR) and LaunchPoint Electric Propulsion Solutions, Inc. (LaunchPoint) focuses on manufacturing and additive design of electric machines enabled by DOE’s program for three-dimensional printing (MADE3D) as applied to advanced drivetrains and their impact on turbine capital cost and lifetime energy production. Initial efforts will focus on the rotor structure and rotor core of the drivetrain including the active materials (electrical steel and magnets) and could later expand to the stator. The verification activities will be conducted with an instrumented electric machine and a small dynamometer.

17 WIND ENERGY↗

DOE OSTI2026

Communications Reliability for Vehicle Grid Integration

Electric Vehicles (EVs) adoption rate has been steadily increasing in the US leading to a growing number of charging stations including faster DC (Direct Current) chargers and slower Level 1 and Level 2 AC (Alternating Current) chargers. This increase in demand for electricity is further exacerbated by recent developments in Artificial Intelligence (AI) technology, advanced manufacturing, and digitization. These factors will require electric utilities to upgrade their infrastructure to keep up with the increasing electrical demand (especially during peak hours). An easy way to counteract the need for these upgrades is to shift a major chunk of active charge sessions (durations where there is energy transfer from charger to EV's propulsion battery) to off-peak hours thereby flattening the load curve and making the infrastructure more resilient. This concept is known as Smart Charge Management (SCM). EV owners also benefit from SCM since it lowers their charging costs and consequently their transportation costs by prioritizing charging during off-peak hours. SCM takes advantage of EV's capability to act as a controllable load or DER (Distributed Energy Resource). This report summarizes the reliability analysis performed on the communication required for two of these SCM use-cases. This analysis only focuses on SCM strategies for unidirectional charging (energy transfer from EVSE to EV or V1G) and not bidirectional charging.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2020

Detonation Structure in Ethylene/Air-Based Non-Premixed Rotating Detonation Engine

Not provided.

Engineering↗

DOE OSTI2022

Multiphysics Simulation of the NASA SIRIUS-CAL Fuel Experiment in the Transient Test Reactor Using Griffin

After approximately 50 years, NASA is restarting efforts to develop nuclear thermal propulsion (NTP) for interplanetary missions. Building upon nuclear engine tests performed from the late 1950s to the early 1970s, the present research and testing focuses on advanced materials and fabrication methods. A number of transient tests have been performed to evaluate materials performance under high-temperature, high-flux conditions, with several more experiments in the pipeline for future testing. The measured data obtained from those tests are being used to validate the Griffin reactor multiphysics code for this particular type of application. Griffin was developed at Idaho National Laboratory (INL) using the MOOSE framework. This article describes the simulation results of the SIRIUS-CAL calibration experiment in the Transient Reactor Test Facility (TREAT). SIRIUS-CAL was the first transient test conducted on NASA fuels, and although the test was performed with a relatively low core peak power, the test specimen survived a temperature exceeding 900 K. Griffin simulations of the experiment successfully matched the reactor’s power transient after calibrating the initial control rod position to match the initial reactor period. The thermal-hydraulics model largely matches the time-dependent response of a thermocouple located within the experiment specimen to within the uncertainty estimate. However, the uncertainty range is significant and must be reduced in the future.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part 2

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. Here, a high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the second of two papers describing the multi-cylinder integration of a technology package combining lean-stratified combustion with Miller cycle for downsized boosted applications. The first paper describes the design, analysis and single-cylinder testing conducted to down-select the combustion system deployed to the multi-cylinder engine. This paper defines a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to high-loads. A central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute mixtures when properly matched to fuel spray characteristics, injection strategy, and a high-energy ignition system. Boost system layout and base engine architecture were selected to minimize parasitics and maximize after treatment effectiveness. A multi-cylinder engine was developed and calibrated over a steady-state map. Results fed vehicle simulations over the EPA city and highway test cycles to predict the fuel economy improvement and tailpipe emissions potential. Fuel economy improvements over the baseline vehicle were projected at 42% and 39% for active-urea and passive-ammonia SCR after treatment systems respectively. Controls complexity to achieve regulatory compliance and the cost of the lean after treatment system were identified as the primary challenges to commercial viability.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part I

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio, and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. A high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the first to two papers describing the development of a combustion system combining lean-stratified combustion with Miller cycle for downsized boosted applications. The work was completed under a multi-year US DOE project. The goal was to define a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to highloads. Some of the unique challenges in synergistically combining the two concepts are highlighted in this paper. Here, a central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute (lean plus EGR) mixtures when properly matched to fuel spray characteristics, a multiple-injection strategy, and a high-energy ignition system. Other challenges specific to meeting exhaust emissions requirements with a high-efficiency engine are also explored in this study. In this Part 1 of the paper, the single-cylinder combustion system design, analysis, and testing is described. Multicylinder engine system design, analysis and development is described in Part 2 of the paper.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

2021 Source Term Template.xlsx

This is a screening spreadsheet and is used as a tool to calculate the source term for annual reporting, a new proposed project (APAD) or to calculate a periodic confirmatory measurement (PCM). NASA is doing a study of possible locations for a nuclear thermal propulsion ground test site and would like to use the spreadsheet to refine their study and provide guidance for future planning.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2023

Electric Vehicle Basics

Electric vehicles (EVs) use electricity as their primary fuel or to improve the efficiency of conventional vehicle designs. EVs include all-electric vehicles, also referred to as battery electric vehicles (BEVs), and plug-in hybrid electric vehicles (PHEVs). In colloquial references, these vehicles are called electric cars, or simply EVs, even though some of these vehicles still use liquid fuels in conjunction with electricity. EVs are known for providing instant torque and a quiet driver experience. Other types of electric-drive vehicles not covered here include hybrid electric vehicles, which are powered by a conventional engine and an electric motor that uses energy stored in a battery that is charged by regenerative braking, not by plugging in, and fuel cell electric vehicles, which use a propulsion system similar to electric vehicles, where energy stored as hydrogen is converted to electricity by the fuel cell.

ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Tutorial - Electric Motor and Integrated Traction Drive Thermal Management

The share of vehicles with fully electric propulsion systems is constantly increasing, and so is their traction drive power. The continuous push to increase power of electric vehicle (EV) traction drives necessitates their efficient cooling to prevent damage to temperature sensitive components of the drive system and achieving higher power outputs in a smaller footprint. With increasing power and power density of electric traction drives, their thermal management is becoming increasingly challenging. This tutorial will provide an overview of thermal management approaches for electric motors and power electronics in EV applications. It will review examples of current industry solutions for power-dense electric motor cooling, power electronics (inverter) cooling, their integration concepts and thermal management system solutions. We'll look at the advantages and challenges of power electronics integration into a single traction drive unit and respective thermal management system concepts. We'll talk about barriers to implementation of a unified thermal management system. The tutorial will also review key aspects of thermal management system design: modeling and simulation using FEA and CFD tools, experimental characterization, and general workflow for thermal management system evaluation.

ADVANCED PROPULSION SYSTEMS,DIRECT ENERGY CONVERSI↗

DOE OSTI2025

Electric Vehicle Basics (French Translation)

ADVANCED PROPULSION SYSTEMS,DIRECT ENERGY CONVERSI↗

DOE OSTI2025

High Power Density, Carbon Neutral Electrical Power Generation for Air Vehicles

The synergistic integration of a Solid Oxide Fuel Cell-Combustor (SOFC-C) with a turbogenerator (TG) will provide a very high fuel-to-electricity conversion efficiency while maintaining high power-to-weight ratio during high-altitude flight. The proposed SOFC-C-TG power generation technology exceeds the REEACH technical performance targets (TPT). This unique concept addresses many of the challenges faced in all electric propulsion-based aviation. The system has high part-load efficiency (more than 65% lower heating value (LHV)) during long cruise times, load following capability, high-power capacity at high altitudes adapting to low temperatures and pressures, rapid startup time of less than 30 minutes (proven with current SOFC technology), high power density (more than 3.2 kW/kg), efficient thermal management, and a foundation for a compact, efficient electrical storage and power generation system (ESPG). The SOFC-C concept achieves the technology targets by reducing the complexity of traditional fuel cell-gas turbine hybrid systems (FC-GT). The SOFC-C does not require heat exchangers and dramatically reduces the balance of plant increasing power density and performance in efficiency. The reduction in mass through elimination of heat exchangers, external reformer, and other components dramatically decreases the overall thermal dampening of the system which enables rapid startup and load following capability. Direct control of the cathode inlet temperature of the SOFC-C enables rapid warm-up of the SOFC tubes with the ability to reach operating temperature and full power in less than 30 minutes.

03 NATURAL GAS↗

DOE OSTI2024

Non-Reciprocity, Metastability, and Dynamic Reconfiguration in Co-Assembly of Active and Passive Particles

Living organisms often exhibit non-reciprocal interactions where the forces acting on the objects are not equal in magnitude or opposite in direction. The combination of reciprocal and non-reciprocal interactions between synthetic building blocks remains largely unexplored. Here, out-of-equilibrium assemblies of non-motile isotropic passive and metal-patched motile active particles are formed by overlapping bulk interactions with directed self-propulsion. An external alternating current (AC) electric field generates concurrent dipolar and induced-charge electrophoretic forces between the particles which are evaluated using microscopy. The interaction force measurements allow to determine the degree of reciprocity in interactions, which is tunable by designing the active particle and its trajectory. While linearly-propelled active particles evade assembly with passive particles, helically propelled active particles form active-passive clusters with dynamic reconfiguration and long-lived metastability. Large clusters display programmable fluctuations and reconfigurability by controlling the fraction of active particles. The study establishes principles of integrating reciprocal and non-reciprocal interactions in guided colloidal assembly of reconfigurable metastable structures.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗